Draft-rigging.



P. BROWN.

DRAFT RIGGING.

APPLICATION FILED SEPT-24,1910.

Patented May 16, 1916.

2 SHEETS-SHEET I.

P. BROWN.

DRAFT RIGGING.

APPLICATION FILED SEPT. 24. 1 910.

Patented May16,1916.

2 SHEETS-SHEET 2.

awue/wboz .flat bars and longitudinal bars.

"lUNlT sa'r PERRY BROWN, 0F CORAOPOLIS, PENNSYLVANIA.

DRAFT-BIGGING.

Specification of Letters Patent.

Patented May 116, 1916.

Application filed September 24, 1910. Serial No. 583,695.

To all whom it may-concern:

Be it known that I, PERRY BROWN, a cltizen of the United States of America, and a resident of Coraopolis, in the county of Allegheny and State of Pennsylvania, have invented certain new and useful Improvements in Draft-Rigging, of which the following is a specification.

This invention relates to improvements in draft riggings and more particularly to that type of rigging in which the shank of the coupler or draw bar is connected to the draft irons and to the spring mechanism by means of horizontally disposed keys or In the various form in which these parts have been employed, the keys or horizontally disposed bars usually have play, or at least one of them has a play, in the longitudinal bars.

It is the object of the present invention to provide a draft rigging wherein the shank of the coupler or draw bar, the horizontally disposed keys and the longitudinally disposed bars, all move in unison in both direc tions.

Having in mind this statement, my invention consists in arrangement and combination of parts hereinafter more particularly described and definitely claimed.

In the accompanying drawings, Figure 1 is a perspective view, of part of the sills of the car with my invention applied thereto, the parts being illustrated bottom side upward. Fig. 2 is a perspective view of a casting commonly known as a cheek-plate and one of the longitudinal bars coacting therewith. Fig. 3 is a horizontal section. Fig. 4 is a cross section on the line l-4 of Fig. 3.

Referring now to the details of the drawings by numerals: 1 designates the ordinary end sill of a car and 2 and 3 the interme diate sills. The ordinary coupler or draw bar 4 has its shank 5 located between said intermediate sills 2 and 3 and to support the coupler in position at its forward end I employ a horizontal channel shaped bar 6 passing through openings in a face plate 7 which is riveted to the end sill. The rear end of the shank 5 of the coupler is supported in position by means of a horizontal key or fiat bar 8 which passes through a slot now usually formed in the shanks of couplers and also through slots 10 in the intermediate sills 2 and 3. The said key or horizontal bar 8 also passes through openings 12 in two longitudinal bars 1i and thus connects said bars 14: with the shank of the coupler so that said coupler shank, said key or bar 8, and said longitudinal bars 14, must all move together whenever move ment isgiven to the coupler. These bars 14, one of which is located on the inside of each intermediate sill 2 and 3, have movement within peculiarly shaped castings which I shall hereinafter call cheek-plates and which are designated 16 and 18; the cheek plate 16 being securely riveted to the intermediate sill 2 and the cheek plate 18 being likewise securely riveted to the intermediate sill 3. As will be clearly seen in Fig. 2 these cheek plates contain a longitudinal recess numbered 20 which is just of the proper shape to form a housing for the longitudinal bars 14, so that when the cheek plates are riveted in position, the bars let are slidably supported within said recesses 20. In order that these bars 1 1 may be inserted within the openings 20 after the cheek plates are secured in osition, I form slots 22 in the carrier iron 7 hereinbefore referred to. These cheek plates are of novel construction and are purposely formed of great strength since they not only have to perform the service of supporting the longitudinal bars 1% and preventing them from buckling in service, but they also have to support the spring mechanism and furthermore serve the purpose of stiffening and strengthening the intermediate sills. 2 and 3 at the very point where these sills need strengthening, to wit, between the end sill and the bolster (not shown).

Each of the cheek plates in addition to having a slot 24 through which passes the horizontal key 8, also have slots 26 and 28 and through these slots pass two other keys or horizontal bars 80 and 32. These keys or bars 30 and 32 are also passed through openings 34 and 36 in the horizontal bars 14 so that these keys or bars 30 and 82 like wise move with the bars 1 1 and the shank of the coupler whenever the coupler is given movement. In order to permit the proper e a-r e ise.

movement of the keys or bars 30 and 32, the intermediate sills 2 and 3 are slotted at 38 and 40, these slots 38 and 40 co-inciding in length and position with the slots 26 and 28 in the cheek plates 16. The check plates are formed in a peculiar manner shown best in Fig. 2 in order to form a housing for the springs 42 and 44. Thus each cheek plate has three sets of abutments numbered respectively 46, 48 and 50, one set of springs 42 being contained between the abutments 46 and 48 and the other set of springs being contained between the abutments 48 and 50.

WVhen the parts are all assembled they are in the position shown in the sectional view Fig. 3 and as there illustrated, it will be seen that I employ a short horizontal bar or filler 52 located between the shank 5 of the coupler and the forward set of springs 42 and here it may be stated that if preferred the springs maybe provided with flanged caps 54, 56, 58 and 60. The horizontal bar or filler 52 thus transmits any blow from the shank of the coupler 5 to the first set of springs through the cap 54 and as the shank is driven backward due to the blow or impact, the cap 54 compresses the set of springs 42 against the cap 56, this cap being held from rearward movement by reason of the fact that it is against the abutments 48 shown in Fig. 2. At the same time, in view of the fact that the shank of the coupler is connected to the horizontal bars 14 by means of the keys or bars 8, and inasmuch as the key or bar 30 also passes through the horizontal bars 14, this key or bar 30 is likewise moved backward. at the same time that movement is given to the forward key or bar 8, and thus the key or bar 30 shoves the cap 58 to the rear and compresses the set of springs 44 against the cap 60 which is held from rearward movement by the abutments 50 shown in Fig. 2. On the contrary, when a pull is given the shank of the coupler draws forward the key or bar 8 and this of course moves the bars 14 forward, simultaneously drawing the keys 30 and 32, these keys 30 and 32 pressing forward the caps 56 and 60, thus compressing the springs 42 and 44 against the caps 54 and 58 which are held from forward movement owing to their contact with the abutments of the cheek plates. Thus it will be seen that the shank of the coupler and the three keys or bars 8, 30 and 32 always move in unison and at the same time the horizontal bars 14 are so located and disposed as to transmit the motion from the key or bar 8 to the keys 30 and 32 without any liability to buckle since said bar 14 is entirely inclosed in the recesses 20 shown clearly in Fig. 2. At the same time, owing to the fact that the rear keys or bars 30 and 32 not only pass through the intermediate sills 2 and 3 and the horizontal abutments 14, but are also inclosed by the walls forming the abutments 48 and 50, these keys or bars 30 and 32 are prevented from buckling in their centers and the strain is taken off them as much as it is possible to do.

The springs 42 and 44 may be easily placed in position from the bottom and they are held in position by means of carriers 64 and 66 which are supported by bolts 68 passing through downwardly projecting lugs 70 cast on the cheek plates 16 and 18.

From the foregoing and accompanying drawings it will be seen that I have constructed a draft rigging wherein the greatest strength is obtained and at the same time one wherein the parts are prevented from buckling or becoming distorted in heavy service and yet where the parts are all accessible and easily removed in case of necessity for repairs.

What I claim as new is:

1. In draft rigging and in combination with the car sills, of a draw-bar between said sills, longitudinal bars on opposite sides of the draw-bar shank, housings leaving an opening between said longitudinal sills and said housings for said longitudinal bars,

and horizontal keys connecting said draw-- bar and the longitudinal bars together, said drawbar, longitudinal bars and the con,- necting keys all moving in unison.

2. In draft rigging and in combination with the car sills, of a draw-bar between said sills, longitudinal bars on opposite sides of the shank of said draw-bar, housings for said longitudinal bars, and a face plate for the draw-bar having slots or openings through which said longitudinal bars may be inserted within their housings.

3. In draft rigging and in combination with the car sills, of a draw-bar between said sills, longitudinal bars on opposite sides of the shank of the coupler, cheek-plates co6perating with said car sills and forming housings confining said bars laterally, and horizontal keys connecting the draw-bar and longitudinal bars together and snugly fitting the openings in said draw bar shank and said bars.

4. In draft rigging and in combination with the car sills, of a draw-bar between said sills, longitudinal bars on opposite sides of said draw-bar, cheek-plates cooperating with said sills to form pockets confining said bars laterally, and horizontal keys passing th'roughthe shank of the draw-bar, the longitudinal bars and the cheek-plates and connecting the former together; the draw-bar, the longitudinal bars and said keys all moving in unison.

5. In draft rigging and in combination with the car sills, of a draw-bar between said sills,cheekplates co'riperating with said sills and forming pockets, longitudinal bars sliding in said pockets, a face plate supporting the draw bar and having slots or openings through which said bars may be inserted in their pockets, and keys connecting the draw-bar and said longitudinal bars together.

6. In draft rigging, and in combination with the car sills, of a draw-bar between said sills, cheek-plates cooperating with said sills and forming pockets, longitudinal bars sliding in said pockets, a face plate supporting the draw-bar and having slots or openings therein through which said bars may be inserted in said pockets, and keys connecting said draw-bar and longitudinal bars together, said draw-bar, longitudinal bars and the keys all moving in unison.

7. In draft rigging and in combination with the car sills having slots therein, cheekplates secured to said sills and forming housings and having slots therein, longitudinal bars confined laterally by said housings and having openings therein, a drawbar having a slot therein, and keys passing through the slots in said sills and cheekplates snugly fitting the openings in said bars and draw-bar, and having no movement with respect to the draw-bar, and the bars, but having movement with respect to said cheek-plates and sills.

8. In draft rigging and in combination with the sills, a draw-bar and springs, a plurality of keys one of which connects said draw-bar to said sills, and independent cheek plates secured to said sills and having inwardly projecting abutments bridging the space between said sills and forming housings or pockets for the aforesaid springs and acting as abutments for the springs, said cheeks having horizontal openings for the passage of the aforesaid plurality of keys.

9. In draft rigging, the combination of a draw-bar and springs, horizontal bars connecting said draw-bar and said springs and transmitting the pressure and pull to said springs, and independent cheek plates on opposite sides of the springs having inwardly projecting walls bridging the space between said sills and forming abutments for the springs, said cheek plates having horizontal passages permitting the aforesaid several bars to move in order to compress the springs against said abutments.

10. In draft rigging and in combination with the sills, the draw-bar and springs, longitudinal bars, independent cheek plates forming housings for said longitudinal bars and confining the same laterally, said housings having inwardly projecting walls bridging the space between said sills and forming abutments for the springs.

11. In draft rigging and in combination with the car sills, a draw-bar, longitudinal bars and horizontal keys one of which connects said draw-bar with the sills, said keys snugly fitting openings in said longitudinal bars and draw-bar whereby said keys, said bars and said draw-bar move in unison and said keys having movement with respect to said sills, and cheek plates secured to said sills and having pockets confining said longitudinal bars laterally, and also having inwardly projecting members bridging the space between said sills and forming abutments for the springs.

12. In draft rigging and in combination with the car sills having slots therein, a draw-bar having a slot in its shank, longitudinal bars having openings therein, keys passing through the slots in the sills,through the openings in the bars and through the coupler, the keys snugly fitting openings in the draw bar and the bars and having no movement with respect to the draw-bar and bars and having movement in the slots in said sills, and cheek plates secured to said sills bridging the space between said sills and forming housings for said bars, said plates having inwardly projecting parts forming abutments for the springs and openings for the keys, whereby when the draw-bar is moved backward, its key pushes said bars and they move the other keys within the openings in the cheek plates to compress the springs against the abutments of said cheek plates.

13. In draft rigging and in combination with the car sills, draw-bar and spring, a pair of cheek plates secured to said sills and having inwardly projecting portions bridging the space between said sills and forming abutments for the spring, said check plates also having a horizontal passage between said abutments, and a horizontal key passing through the passage of said check plates between said abutments.

14:. The combination with the car sills, of cheek plates on the inner surfaces of said car sills having inwardly projecting transversely alined pairs of stops thereon bridging the space between said car sills and acting as housings for springs. a draw bar, two sets of springs interposed between said cheek plates, one spring being between each pair of said alined pairs of stops, longitudinal bars secured to said draw bar, and transverse keys connecting said bars for transmitting to the springs the movements of said draw bar relatively to the car sills.

15. The combination with the car sills, of cheek plates on the inner surfaces of said car sills having openings between the central portions and said sills for the passage of longitudinal bars and also having inwardly projecting transversely alined pairs of stops thereon bridging the space between said car sills and acting as housings for springs, a draw bar, two sets of springs interposed between said cheek plates, one spring being between each pair of said alined pairs of stops, longitudinal bars se- Signed by me at Washington, D. (3., this cured to said draw bar and located Within 23rd'day of September, 1910. the openings between said cheek plates and PERRY BROWVN said car sills, and transverse keys connecting said bars for transmitting to the springs the Witnesses:

movements of said draw bar relatively to S. C. HILL,

the car sills. THOMAS E. ROBERTSON.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents.

Washington, D. C. 

